Ignition timing control means for internal-combustion engines



M. MALLORY 2,381,612 --IGNITION TIMING CONTROL MEANS FOR INTERNAL-COMBUSTION ENGINES Aug. 7, 1945.

Filed Nov. 10, 1944 INVENTOR. Marla/7 Mal/o w f hw ernor valve moves toward closed position.

- take manifold pressures.

Patented Aug. 7, 1945 UNIT-EDI; STAT izs PATENT OFFICE loivrrioN TIMING CONTROLMEANIS. FOR

1 INTERNAL-COMBUSTION ENGINES I Marion Mallory; Detroit, Mich. 1 Application November 10,1944, Serial No. 562,782

- 9 Claims."- (Cl.123-117).

: l5 inithe wall of valve 13, passageway IS in wall in my patent cannotbe used because there will be no spark advance when the engine speed gov- In my prior patent 'I connect the suction device, which ,actuates the ignition timer, into the carburetor ve nturi and into the intake passageway adjacent to, and. on the atmosphere side of, the throttlevalve. When an engine speed governor is sandwiched between thev carburetor and the intakepassageway and the governor valve is part- 1y closed and the main throttle valveis wide open, there will beyery little suction in the venturi or in the intake passageway adjacent to the main throttlevalve, and therefore .the pressure controlled ignition timer will be retarded. The sandwiching of the speed governor between the carburetor and the engine therefore prevents the obtaining of the proper ignition curve or timing. It is the object of this invention to produce an ignition timing control means which is actuated by the intake passageway pressure to obtain proper ignition timing when an engine speed governor is sandwiched between the governor and the engine. i i,

My pressure timing controlmeans"for an in ternal combustion'engin'e is useful both when the full load and part'load timing is controlled by the intake passageway 'pressureand also when the timing is partly mechanically controlled and partly controlled by the intake passageway pressures, such, for example, where thefullload ignition timing curve is obtained by meansof a centrifugal governor and supplementary or part load'timing isobtained by utilization of the in Fig. 1 is a cross section partly in elevation showing my pressure ignition timing control means for aninternal combustion engine.

Fig. 2, is a detail showing a modified form of theinvent'ion.v f

The various parts illustratedjin the drawing are numberedfor reference as follows: carburetor 1, air inlet 2, carburetor venturit, manually controlled throttle valve 4 in' the intake passageway 5, governor housing 6,.outlet l to the engine, governor butterfly throttle valve 8 mounted on shaft egjournaled' in the governor housing 1, orifice lll' onthe engine sideof throttle valve 4 when closed of valve '13 connecting channel l5with chamber l l within'valve l3 Orifice I8 comiecting cylinder l2 with the intake passageway (orifice 18 being positioned in line with the governor throttle shaft ,-9 ),,f air bleedorifice l9 connecting cylinder I2 with atmosphere, passageway 2!! connecting conduit 2| with atmosphere through port Hi When valve I3 is raised.

The timing mechanism is conventional and consists of rotatable cam 22, which operates the electrical circuit breaker 23 mounted on plate 24 which can be rotated clockwise to advance and counterclockwiseto retard the spark, connecting rod 25 connecting plate 24 with the flexible diaphlfigm 26 of the suction device 21, suction chamber 28 communicating with conduit 2| and come pression spring 29 tending to bias plate 24 toward retarded position. v i

The operation of my device is as; follows: It

. should be borne in mind that governor throttle valve 8 can be controlled in any conventional manher, for example, it can be a velocity type governor valve," or it can be controlled by the engine intake passageway pressures,or mechanically controlled by a centrifugal governor.

Assuming the engine is idling, as illustrated in Fig. 1, then orifice I ll is located between throttle valve 4 and the engine, The vacuum on the engine side of throttle valve 4 acts through orifice l0, passageway ll to raisevalve l3 against compression spring l4 and thereby holds channel I5 out of registration with orifices l8 and 30. At this time valve 13 clears passageway 20. so that atmosphere willbe bled through port l9, passageway 20: andconduit 2| to chamber 28 thereby iorfidle passageway ll 1 between orifice Ill and cylinderlzjyalve l3 reclprocable cylinder {12, compression spring? 1 l4, circumferential channel causing spring 29 tomove timer plate 24 to retarded position. If throttle 4 is moved towards an open position, the suction at orifice ID will drop inchannelfl I and the spring l4 will force valve l3 downwardly to the position illustrated in Fig. 2, thereby causing channel l5 to register with orifices l8 and 30 and valve l3 will now close passageway 20.; The air bleed will now be shut off and orifice l8 will now be in communication with suction chamber 28.

.Since orifice i8 is located in line withthe governor throttle shaft 9, I have found that the governor shaft restrictionspeeds up the velocity by orifice l8, similar to a venturi, and creates as much suction or vacuum at orifice l8 as though orifice .18 were located in the carburetor venturi. Therefore, I utilize the suction created by the velocity of the motive fluid flowing by orifice [8 to actuate suction device 21 and thereby produce the wide open or full load spark timing curve. Orifice l'8, if desired, can be quilled. If the engine reaches its governed speed and governor valve 8 starts towards closed position, the vacuum will rise at orifice 18 which will give more spark advance when the governor throttle is controlling the speed of the engine than when it is wide open. However, at this time when channel I5 registers orifice ll, orifice 18 and orifice I are'c'onnecte'd together by passageway II, chamber l1, orifice l6 and channel l so as to blend down the high manifold vacuum to pree vent too much spark advance,- When valve 8 moves toward closed position and ch nnel .115 is in communication with orifice l8, orifice'lll 'plays the role of an air bleed to orifice lBandas gov.- ernor valve 8 moves toward open position orifice l0 ceases to be an air bleed and becomes a suctrolled by the pressure conditions obtaining at the first mentioned orifice, said valve means respending to the vacuum on the enginesside of the manual throttle valve when substantially in idle position to close oil communication between the Lsecond orifice and the vacuum operated means.

,2. In an internal combustion engine, in combi- .-nation an intake passageway for said engine, a

tion orifice. When carburetor throttle 4 ismoved 1 The modification shown in Fig.2 is identical in' allrespects with the i nition timing control system shown in Fig. 1, except thatorifice I6 is omitted sothat orifices i8 and III are never placedin communication with each other. The form, of invention shown in Fig. 2 is particularly useiul with an ignition system having both a mechanical governor and supplementary vacuum actuated means foradvancing and retarding the ark;

The operation of valve I3, insofar as movement is concerned, in the form shown in Fig. 2, is thesame a above. described. When throttle valv 4 is i idle position the vacuum at orifice [,Uraises piston 13 and shuts off communication between orifice I8- and the-suction device zlwhich is bled to atmosp e through passas wav When throttle valve 4 opens, orifice i0 is placed.

in atmosphere and spring l] lowers valve ii to place orifice .18. in communication with the sue-.- tion device and closes ofi air bleed 2.0 so that the advancing- .or retarding oi the spark will lee-governed :by the pressureconditionsobtaining at orifice -l8.- Assuming throttlevalve, 4. is op n with piston l3 lowered and the governor valve 8 open, the willibe advanced in accord n e.

with the 'engine speed orv the centrifugal ignitiongovernor. Under such conditions as the onr gine reaches its governed speed and valve.8 moves toward closed -position,-the vacuum at orifice 18 will increase and further advance the spark in addition to the advance by the centrifugal igniti'on governor; l V

Iclaim:

i; In an internal combustion engine, in combination an intakepassageway torfsaid engine, a-

manual throttle v-a'lve therein, an automatic gov ernor throttle valve in the intake passageway on the'engine side of the manual'throttle valve, an ignition" device for said engine,-vacuum operated means for ad usting said ignition device to control'tl-ie time -of sparking, an orifice in the intake passageway adjacent to and .on "the engine side of said manual throttle valve when :in idle position and passing on to the atmosphere side of themanualthrottle valve: during the initial opening movement of said valve, a second orifice inrthe' intake passageway. adjacent the governor valve and onthe ;.engine side .oiithe governor valve when in idle position, a conduit connectina said secondzorifice with the vacuum ope ated meansand valve. means for controlline comm n cationbetweensaid second orifice-and the. View um operated means, said valve means being conmanual throttle valve therein, an automatic-gover-nor throttle valve in the intake passageway on the engine side of the manual throttle valve, an

ignition device for said engine, vacuum operated means for adjusting said ignition device to control the tim of sparking, an orifice i the intake passageway adjacent to and on the engine side of said manual throttle valve when in idle position and passing on to the atmosphere side of the manual throttle va'lve during the initial opening movement of said valve, a second orifice in the intake passageway adjacent the governor valve and on the engine side of the governor valve when in idle position, a conduit connecting said second orifice with the vacuum communication between said second orifice and the vacuum operated means, said valve means being controlled by the pressure conditions obtaining at the first mentioned orifice, said valve means responding to the vacuum on the engine side of the manual throttle valve when substantially in idle positionto close 011 communication between the second orifice and the vacuum operated means, and an air bleed controlled by said valve means and arranged to bleed said vacuum operated means whenever the valve means closes on communication between the second orifice and the vacuum operated means.

'3. In an internal combustion engine, in cornbination an intake passageway for said engine,

a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side of the manual throttle valve,

4 an ignition device for said engine, vacuum opwhen substantially in idle position 'to close off erated means for adjusting said ignition device to control the time 01' sparking, an orifice in the intake passageway adjacent to and on the engine side of said manual throttle valve when in idle position and passing on to the atmosphere side of the manual throttle valve durin the initial opening movement oi said valve, 8/ second orifice in the intake passageway adja the governor valve and on the engine side of the'governor valve when in idl position, means in said intake passageway for increasing the velocity of the motive fluid flowing by said second orifice, a conduit connecting said second orifice with the vacuum operated means, an vaive' s for con trolling communication between said second orifice and the vacuum operated means, said valve means being controlled bv'the pressure conditions obtaining at the first m n on d or fi said'valve means respondingto'the vacuum on the engine side of the manual throttle valve communication between the second orifice and the vacuum operated means,

4. In an internal combustion engine, in combination an intake passageway 101' said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side oithe manual throttle valve, a shaft upon which said governor throttle valve ismounted, an ignition device Ior said engine, vacuum operated means for adjusting id g tion device to control the time 01' sparking, an

orifice in the intake passageway adjacent to and on the engine side of said manual throttle valve when in idle position and passing on to the atmosphere side of the manual throttle valve during the initial opening movement of said valve, a

second orifice in the intake passageway adjacent the governor valve and on the engine side of the governor valve when in idle position, a conduit connecting said second orifice with the vacuum operated means, said second orifice being located in line with the governor throttle shaft which cooperates with the wall of the intake passageway to produce a Venturi effect upon the motive fluid flowing by said second orifice, and valve means for controlling communication between said second orifice and the vacuum operated means, said valve means being controlled by the pressure conditions obtaining at the first mentioned orifice, said valve means responding to the vacuum on the engine side of the manual throttle valve when substantially in. idle position to close, off communication between the second orifice and the vacuum operated means.

5. In an internal combustion engin in combination an intake passageway for said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the intake passageway adjacent to and on the engine side of said manual throttlevalve when in idle position and passing on to the atmosphere side of the manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway adjacent the governor valve and on the engine side of the governor valve when in idle position, a conduit connecting said second orifice with the vacuum operated means, and valve means for controlling communication between said second orifice and the vacuum operated means and between said second orifice and the first orifice, said valve means being controlled by the pressure conditions obtaining at the first mentioned orifice, said valve means responding to the vacuum on the engine side of the manual throttle valve when substantially in idle position to close ofi communication between the second orifice and the vacuum operated means and the first orifice, said valve means responding to a rise in pressure when the throttle valve is open to place the second orifice in communication with both the first orifice and the suction device.

6. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side of the manual throttle valve, an ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the intake passageway adjacent to and on the engine side of said manual throttle valve when in idle position and passing on to the atmosphere side of the manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway adjacent the governor valve and on the engine side of the governor valve when in idle position, a conduit connecting said second orifice with the vacuum operated means, and a piston valve for controlling communication between said second orifice and the vacuum operated means, said piston valve being -the engine side of the manual throttle valve, an

.the engine side of the manual throttle valve, an

ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the intake passageway adjacent to and on the engine side of said manual throttle valve when in idle posi tion and passing on to the atmosphere side of the manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway adjacent the governor valve and on the engine side of the gOVelnOI valv when in idle position, a cylinder in communication with said first and second orifices, a conduit connecting said cylinder with the vacuum operated means, a piston valve in said cylinder for controlling communication between the second orifice and the conduit leading to the vacuum 0perated means, said piston valve being controlled by the pressure conditions obtaining at the first mentioned orifice and responding to the vacuum on the engine side of the manual throttle valve when in substantially idle position to close oil communication between the second orifice and the vacuum operated means.

8. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side of the manual throttle valve, an ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking," an orifice in the intake passageway adjacent to and on the engine side of said manual throttle valve when in idle position and passing on to the atmosphere side of the manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway adjacent the governorvalve and on the engine side of the governor valve when in idl position, a cylinder communicating with said first and second orifices, a piston valve in said cylinder having a circumferential groove therein, a conduit connecting said cylinder with said vacuum operated means, said piston valve being controlled by the pressure conditions obtaining at the first orifice and responding to the vacuum on the engine side of the manual throttle valve when substantially in idle position to close off communication between the second orifice and the said conduit, said piston valve responding to- MARION MALLORY. 

